Brake cylinder release valve



Aug. 25, 1953 Filed July 5, 1951 w. F. KLEIN 2,650,139 BRAKE CYLINDER RELEASE VALVE 2 Sheets-Sheet l Fial Fie.2

I Y Jrwerutor William Frederic-k Klein (Ittornegs W. F KLEIN BRAKE CYLINDER RELEASE VALVE 2 Sheets-Sheet 2 Filed July 5, 1951 Snnen 130: William Frederick Klein attorneys hadfirst released the brakes on arise, especially if the train was on a grade. l i

Patented Aug. 25, 1953 r BRAKE CYLINDER RELEASE VALVE William F. Klein, The New York tion of New Jersey Application July 5, 1951,

Watertown, Air Brake Company, a corpora.-

N. Y., assignor to Serial No. 235,342

Claims. (0]. 303-68) This invention relates to release valves primarily intended for use in releasing the brakes brake cylinder connection. n l. The basic operation of. the valve isthe same patent can be operated to vent the pressure from the brake cylinders whenever applied. i

Itis common practice when a train is being to set the A release valve constructed according to the above ing valves, it doesnotprevent operation of the release valves.

release valve operating lever. The engineer, upon becoming aware of the situation; could reapply the brakes thus released only after he the entire train condition could being operated While the possibility that an engineer would ever be faced by this situation. is remote, it can beovercomeland it is lthepurpose of this inventhe brakes are tion to provide a release of the general type present invention.

shown in the Pickert patent, above, which cannot be operated when the normal service braking t motor. According to the present invention a by-pass connection 15 provided between these working The pressure motor which actuates the pilot valve in the by-pass is conditioned in bodiment of the invention.

Fig. 2 is a detailbottom. plan view of the pilot valve assembly.

is a diagrammatic representationnof ig. 3 the air brake equipment The invention has been illustrated and will be described as it is used in such use is contemplated.

,Referring first to Fig. 3Areferencenumera1 V the lower portion of the body .double beat poppet seats against the valve seat 'passage42 f 38 to a working space 43 defined between the housing 48 which port-.51

. 39 and the annular recess 7 atmosphere threugh the chamber '38 and the ports providedin the uni- 3 H generally indicates an AB type control valve. The control valve ll comprises a pipe bracket portion I2, a service portion l3rand an emergency portion I4. The control valve H is supplied with pressure fluid through the brake pipe l5 and the combined cut-out cock and strainer assembly i6. Also leading from the pipe bracket l2 are the connections to the auxiliary reservoir [1 and the emergency reservoir 18.

The brake cylinder conection the pipe bracket i2 to the release valve mecha nism generally indicated by the humeral 2 l. The brake cylinder 22 receives air from the connection I9 through the valve 2!.- Exhaust flew from the brake cylinder 22 passes from the connection l9 through appropriateports in the control valve H to an exhaust line carrying the retaining valve 20.

Referring to Fig. 1, the body portion 23 of the release valve 2| encloses a chamber 24 which is in direct communication with an inlet passage 25 connected to the brake cylinder connection I!) and a chamber 26 which is in direct communication through a passage 21 with a pipe leading to the brake cylinder 22. Mounted in chamber 24 is a spider 28. A gasket 29 is provided to prevent leakage around the periphery of spider 28 into the chamber 26. A valve seat 3| is formed on the lower'face of the spider 28.

A slack diaphragm 32 is clamped at its periphery between the upper. face of the spider 28 and the lower face. of the cap 33 of the release valve. Leakage between the cap 33 and housing 23 is prevented by the gasket-34. Provided in having at its upper edge a valve seat 36. A

valve 31 is reciprooable between an upper abnormal position in which it 3! and a lower normal position in which it seats against the valve seat 36.

Chamber 26 is in communication with a. chamber 38 through the ports 39 in a bushing 4!. A extends upwardly from the chamber cap 33 and the slack diaphragm 32. Valve 31 is provided with a stem 44 which extends upwardly through an opening in the center of the diaphragm 32. The inner periphery of the diaphragm 32 is retained between a fianged'sleeve 45 which encircles the stem 44 and a threaded member 46. The member 45 also serves as'a spring seat for .the coil compression spring 41 the other end of which reacts against the cap 33.

Attached to the lower end of the body 23 is a sustains the universally tiltable ported head 43 of the forked lever 5|. Pressed into the lower end of the body 23 is a guide bushing 52 in which the stem 53 is reciprocable. The stem 53 is biased downward by a coil compression spring 54- reacting between the housing 23 and spring seat 55 attached to the stem 53. When the lever 5l is moved in any direction, the universally tiltable head 49 moves the stem 53 upwardly forcing the valve 31 to its upper position in which it valve seat 3| which isolates the chamber 25. 1 In the upper position of the valve, the diagonal through the valve 31' is-placed incomchamber 35 through the ports 56'.- Thus; the'cha'mthe chamber 24 from munication with ber 26 is vented to 23 is a bushing 35 I9 extends from f 49. At the same time the working space 43 1s vented to atmosphere through the passage 42 which is in communication with the chamber 38. The valve 31 is maintained in its uppermost position by the pressure in the chamber 24 which reacts on the diaphragm 32 to overcome the downward bias of spring 41.

The apparatus described above is entirely conventional and no claims are directed to it apart from the particular improvement afforded by the present invention.

According to the present invention a by-pass 58 extends between the passage 25 and the working space 43. Flow through the by-pass 58 is controlled by a motor controlled pilot valve asversally tiltable head sefnbly 59. This assembly 59 comprises a flexiseats against the r 6| clamped between the cover 33 and the body 23 of the release valve. A valve seat member 62 is clamped between the diaphragm 8i and the body 23. Referring to Figure 2, the valve seat member 62 comprisesan outer annular portion 63 and a central valve seat 64. A diaphragm follower 65 is disposed between the diaphragm 6| and'the valve seat 64. This follower 65 has agenerally U-shaped projection 56 which encircles a major portion of the valve seat 64. This follower B5 and the projection 33 ble diaphragm react between the diaphragm GI and the disc valvefil which is reciprooable in guide cylinder 68. A spring 10 reacts betv'veenthe body 23 and the valve 61. A port 59 admits pressure fluid from the passage 25 to the clearance space between the valve 61 and the body 23." A spring seat 1| is carried on the opposite face of the diaphragm Bl. A spring 12 reacts between the seat "H and the cap 33. The working space 13 above the diaphragm 6| supplied with presure fluid thibilgh a passage 14 Which communicares with the pilot connection 15. V v

As shown in Figure 3, the pilot 'connec'ioii l5 extends'between the brake pipe 15 and the release valve 2l 7 To facilitate understanding the operationof the invention the following definitions are given. Service reduction: Any. reduction of brake pipe pressure less than a full service reduction. Full service reduction: A reduction of brake pipe pressure to a pressure equal to or slightly -less than the pressure occurring inthe brake cylinder as a result of equalization of the pressure existing in the auxiliary reservoirand' in the brake cylinder. a V a i,

Over-reduction: A reduction of brake'pipe pressure during a service application to: a .pressure below the above defined equalization pres- Sure. i When the brake pipe l 5-is iully charged the control valve ii is in release position and the pressure in brake cylinder connection i9 is dissipated through the retaining valve 20.; Under this condition the valve 61 is ierced off its seat by brake pipe pressure reacting on the motor diaphragm GI and by the bias of spring 12. v

If a service reduction of brake pipe pressure .is made, the pressure in the brake cylinder eonnection-IQ acts upward on the diaphragm 6!. The springs 10 and 12 are relatiyelyso calibrated that the valve 61 remains. open. If; theleverfi is operated 'to dissipate the pressure in the working space 4-3 and the '31. will be moved to its uppermost positi'cn; --lt will not however be maintained-in this position if the lever 5| is released becausethe pressure brake cylinder 22, the valve in the working space 43 will be restored by flow through the by-pass 58. i .If a full service reduction of brake as prevailed after a service reduction. If an over-reduction of brake pipe pressure is made the pressure beneath the diaphragm 6! will valve 61 against its seat 64.

If the lever 5| is manipulated under these circumstances, the release valve 31 will be raised to its uppermost position and will be retained there against the bias of the spring 41, because the pressure in chamber 43 is notrestored.

When the brakes are released after being applied by an over-reduction of brake pipe pressure, the pressure in the connection 19 is dissipated through the retaining valve 20, thus permitting the valve 31 to return to normal position. The dissipation of this pressure and the restoration of brake pipe pressure causes the diaphragm 6| to move downward whereby the valve 61 is forced off its seat. An over-reduction of the not normally encountered brake pipepressure is during train operavent the brake cylinders, as for example during switching operations.

The only other time. that is reduced below the value characteristic of it emergency application In the brake system illustrated there is shown an emergency reservoir I8 which serves to supply additionalpressure fluid to the brake cylinder. The brake cylinder pressure occurring as a result of an emergency application is higher than the pressure therein after a full service application. Since an emergency application is initiated by venting the brake pipe at a rapid rate, the pressure in the space 13 is reduced to atmospheric pressure at a time when pressure in the connection I9 is in the early stages of its build up. Even in the early stages this pressure will close the valve 67. In order that the valve 31 will not be accidentally shifted to venting position during the time when the brake cylinder pressure is being developed, it is necessary that the working space 43 be charged at a rate such that a pressure differential across the diaphragm sufficient to shift the valve 31 against the bias of spring 41 Will not result. Since the valve 61 is closed in the initial stages of the emergency application, the connection 42 serves as a charging connection, fluid pressure being supplied to the space 38 through the radial ports 39 in the bushing 4|.

It will be noted that when the valve 61 is closed, it is no longer in static pressure balance, but is biased against its seat by the pressure in the connection I! which acts on a difierential area of the valve equal to the area of the valve seat 64. The area of the seat 64 is made large so that an appreciably greater force holds the valve closed than was necessary to close it. This design serves to assure that the valve 31 will not reset before the service portion I3 is returned to release position, a position in which the auxiliary reservoir l1 and the brake cylinder 22 are isolated from each other. A premature opening of the valve 67 would cause the valve 31 to reset and waste auxiliary reservoir air. This premature reset would occur,

the auxiliary reservoir and the brake cylinder l3 moves to its release position.

It will be seen that if the train is proceeding with the retainers set and control valves H in release position, a momentary accidental displacement of the levers 5| said equalized pressure; and valve means whereby said second working space may be vented.

2. The combination defined in claim 1 in which connection and said cylinder is permitted and an abnormal position in which it seals said conmotion and vents said cylinder, said valve being maintained in said abnormal position by actuation of a normally inert pressure motor, said pressure motor comprising in combination a movable abutment connected to said release valve and having on its opposite faces a first and a second working space; 'ineans biasing said abutment toward said first working space, the first Working space communicating with said connectiony-a by-pass between said working spaces; a pilot valve in said icy-pass; yielding means urging said pilot valve closed; an expansible chamber motor normally effective to maintain said pil'ct valve open and having a first working chamber in communication with said connection and a second working chamber, said second working chamber being in communication with said brake pipe, the ressure in said brake'pipe being at least equal to pressure in said connection unless an over redu'ction of brake pipe pressure has been made, said expansible chamber motor being rendered ineffective to maintain said pilot valve open when an over-reduction occurs; and a vent valve whereby said second working space may be vented.

4. A self-restoring brake releasing mechanism of the type adapted for interposition between the brake cylinder connection and the brake cylinder of a fluid pressure brake controlling system, said system including at least a brake pipe, a control valve, an auxiliary reservoir, said brake cylinder connection and saidbrake cylinder, said releasing mechanismcomprisin'g a housing having therein two working spaces, the first of said Working spaces being in constant communication with said connection; a movable abutment separating said spaces; a double beat poppet valve shiftable between a normal and abnormal position, said valve being maintained 'in said abnormal position by said abutment when the secend of said working spaces is vented, means biasing said'valve toward normal position, said valve effective in normal position to permit flow be tween said connection and said cylinder and effective in said abnormal position to isolate said connection and vent said cylinder and said sec-' ond working space; a passage communicating with said second working-space at oneend and said brake cylinder at its other end, saidp'assage serving as a fluid pressure inlet to said second working space when said double beat valve is in said normal position and as an exhaust passage iromsaid sec'ondi working space when said double-beat valve is in said abnormal position; means affording a flow connection between said first working space and said second working space; a pilot valve effective to control flow through said flow connection; yielding means biasing said pilot valve to closed position; fluid pressure motor means when actuated maintaining said pilot valve open in opposition to the bias of said yielding means; said fluid pressure motor means including two working chambers separated from one another by 'a movable abutment, one of said chambers being in communication with said brake cylinder connection and the other chamber being supplied with pressure fluid from said brake pipe, said motor. means being actuated when pressure in said brake pipe exceeds pressure in said cylinder.

5. The combination defined .in claim a, in which said pilot valve comprises a disc valve which is in static pressure balance when open, but which when closed is biased against its seat by the difierence which may exist between the pressure in said connection and in said second Working space, said pressure difference acting on an area of the valve equal to the area of its "seat.

7 F. KLEIN. References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,322,823 Brown June 29, 1943 2,379,329 Whitney June 26,, 1945 2,392,185 Pickert Jan. 1 1946 

